Brake mechanism for vehicles.



PATENTED MAY 1, 1906.

G. D. BUCHANAN. BRAKE MECHANISM FOR VEHICLES.

APPLICATION-FILED 1AN.27, 1905.

3 SHEETS-SHEET 1.

ATTORNEYS" PATENTED MAY 1, 19061 a. 1 (BUCHANAN. BRAKE MECHANISM FOR VEHICLES.

APPLIOATION FILED JAN. 27,1905.

3 SHEETS-SHEET 2.

WITNESSES: INVENTOR Gclerzfi Z. Baciazm KITTORNEYS ANDREW, B. chum O0. 'hulwumuGuFnERs. wAamuam a C.

No. 819,511. 'PATENTED MAY 1, 1906. e. 11. 1111011111111.

BRAKE MECHANISM FOR VEHICLES.

APPLICATION n n D 1905 a SHEETS-81133113.

WITNESS wmvroe am, GderJ.Bac%a2zm Arm/Mrs ANDREW. a. GRAHAM c0. PROTO-LIHIOGRIPHERS. wnswnamw. n.

UNITED STATES PATENT OFFICE.

GILBERT-D. BUCHANAN, OF SARATOGA. WYOMING. BRAKE MECHANISM FOR VEHICLES.

Specification of Letters Patent.

ratented May '1, 1906.

Application filed January 27, 1905; Serial No. 242,976.

. ANAN, a citizen of the United States, and a resident of Saratoga, in the'county of Carbon and State of Wyoming, have invented a new and useful Improvement in Brake Mechanism for Vehicles, of which the following is a specification.

My invention consists in brake mechanism and includes means for applying brakes to the front wheels of a vehicle in addition to brake mechanism employed with the hind wheels thereof, detachable supplementary operating mechanism being provided, adapting the invention to be used either with or without the wagon-body.

An object in connection with others is to provide mechanism adapted when manufactured complete to be readily and reliably at tached to any ordinary vehicle of the class for which it is intended and also adapted when thus attached to be connected with rear brake mechanism of the vehicle to be operated simultaneously therewith.

The invention consists in certain novel constructions and combinations of parts, as will be hereinafter described and claimed.

In the drawings, Figure 1 is a topplan view of the running-gear of a wa on with my improved brake mechanism app ied thereto.

Fig'. 2 is a perspective view of parts of my in-" vention shown 1n their normal positionrelatively to each other and ready for attach- -ment to a wagon. Fig. 3 is a top plan view of certain parts of my device, showing their relative position to each other when the wagon is making a sharp turn, the bolster of the wagon being shown in full lines and the front wheel and axle beingshown in dottedlines, with all other parts of the wagon and some parts of the brake mechanism omitted for the sake of clearness. Fig. 4 is a side elevation of the brake-levers in their operative positions relatively to each other and provided with removable extensions having a flexible connection whereby both levers may be simultaneously operated by a single pull upon said flexible connection. Fig. 5 is a side elevation of certain parts of my invention and illustrates the method of simultaneously operating both brake-levers from the wagon-body, parts of the wagon being shown in dotted lines. Fig. 6 is a perspective view of the brake-lever extensions. Fig. 7 illustrates one of the V-shaped links employed to connect the brake-beam with the hound-bar;

and Fig. 8 is a perspective of the front drawbar crank, showing particularly the elongated slot therein.

The wagon A has the front wheels A A and the rear wheels A A The rear part of the wagon. is provided with brake mechanism operated by the draw-bar B, having at its outer end the upwardly-extending lever portion B.

The brake mechanism for the front wheels includes the brake-beam C, extending transversely across the top of the wagon-frame at the rear of the front wheels. The hound-bar D is rigidly secured to the under side of the hounds and is disposed parallel with the brake-beam C and slightly in advance thereof, with its ends projecting outwardly from the sides of the hounds. pivotally connected to the projectin ends of the hound-bar D, Fig. 2, by means 0 links E, which are preferably V-shaped, (see Fig. 7,) each one being provided with either hooks or eyes at the extremities of its leg-sections and with a loop at its apex, the apex-loops engaging suitable eyebolts c in the brake-beam The brake-beam is and the hooks or eyes engaging similar bolts and a short.extending from a common point or apex. The short branch f extends nearly in a straight line from said apex, but is slightly offset near its center in the direction of the other branch and terminates at its extreme end in an. upwardly-extending return-bend secured to the rear side of the bolster at one side of the king-bolt. The long branch f while extending in the same general direction as the branch f also extends angularly outward therefrom and terminates 1n an upward bend, which is likewise secured to the bolster near the end thereof. The apex end of the bolster-brace F is provided with a hook f which engages an eye in the turned-up forward end of the eye-strap f said strap being secured to the couplingpole underneath the brake-beam C and also forming a wear-plate therefor.

The front draw-bar G, having the upwardlyextending lever g, is carried upon the brace member F, said bar being pivotally supported at its inner end by the loop g, secured to the return-bend at the extreme end of the branch f of said bolster-brace F. The outer end of said draw-bar is pivotally mounted in a loop 9 secured immediately in front of the upward bend at the extremity of the branch 1, the loops being arranged to hold the drawbar parallel with the bolster.

The inner end of the draw-bar G projects beyond the loop 9 and is flattened to receive the crank H, said crank being provided at its upper end with a slot to adapt it to easily fit said flattened end and of a length greater than the width of said end, whereby to permit said crank to rock longitudinally on the draw-bar. The crank H carries at its lower end the link "i, which in turn connects with the brake-operating bar J, extending forwardly from the center of the brake-beam, said link forming a flexible connection between said crank and bar. The inward offset in the branch f of the bolster-brace F permits the bar J to incline downwardly from the center of the brake-beam to the crank H without coming into contact with said branch f when the crank H is located at the center of the bolster. This offset is sufficiently great to permit the inward rocking movement of the crank H when the wagon turns in a direction to cause said movement.

From the foregoing description, taken in connection with the drawings, it will be observed that by moving thefront brake-lever g rearwardly the brake mechanism controlled thereby will apply the brakes to the front wheels, while the rear brake-lever B when moved forwardly in the ordinary way will apply the brakes to the hind wheels I also provide detachable means for simultaneously moving these levers in direction of each other b a single act of the operator, whereby to app y the brakes to all four of the wheels at once.

The front lever g is provided with the extension g", which has an eye 9 near the upper end thereof, and the loops or clips g on one side, near the lower end thereof, adapting the extension to be passed down over the lever in engagement therewith, while the rear lever B is provided with a similar extension B, being preferably bent rearwardly at its upper end and carrying a loosely-supported pulley B A cord K is tied at one end in the eye g and is passed over the pulley B whereby a pull upon the free end of the cord serves to draw the operating-levers B and 9 toward each other, and thereby simultaneously applies both brakes. This cord can be held in the hand of the operator and furnishes easy and convenient means for applying the brakes. It will of course be understood that the pulley B and the cord K can be directly attached to the brake-applying levers without the extension members g and B Itwill be observed that a pull on the cord K when the wagon body is off would naturally tend to rotate the bolster on the king-bolt, causing the end thereof carrying the brakelever to swing rearwardly, thereby compensating in large measure for the movement of the cord and seriously interfering with the braking of the wagon; but this is prevented by the bolsterbrace F, which holds the bolster always at right angles to the couplingpole and parallel with the rear bolster.

WVhen the wagon is caused to make a sharp turn, (see Fig. 3,) the elongated slot in the crank H permits the same to rock longitudinally on the flattened end of the draw-bar G to compensate for the circular movement of the inner end of the brake-operating bar J as it describes the arc of a circle having the king-bolt for its center when the front part of the wagon turns on said bolt relatively to the bolster.

The link i, connecting the crank H with the end of the bar J, gives increased flexibility at this point.

In Fig. 5 I illustrate the brake mechanism employed when the wagon-body is used. The double lever L (see Fig. 5) is centrally secured to the side of the wagon-body and provided with two apertures at its upper end and one at its lower end. The aperture at the lower end of the double lever pivotally receives one end of a rod M, the forward end of which rod has pivotal connection with the front brake-lever g. Another rod N similarly connects the upper end of the double lever with the rear brake-lever B, while a third rod 0 connects the upper end of the double lever with an ordinary foot-lever P at the front of the wagon-body. From this construction it will be observed that a forward movement of the foot-lever P will through the double lever L draw the brake-applying levers g and B in direction of each other, which, as already described, will simultaneously apply all the brakes.

The extension members 9 and B may, if desired, be removed from the brake-levers when the wagon-body is used; but they operate as effectively when the body is used as when it is dispensed with.

The object of turning the rear lever extension B rearwardly and the forward extension g forwardly, as shown in the drawings, is to adapt them each to move by gravity in a direction to open the brakes when the. pull upon the cord K is released. In practice these extensions may be cheaply formed from sections of gas-pipe, which can be bent somewhat flat at one end to slip over the ends of the brake-levers and suitably cmved toward their free ends.

For ordinary service the rope and pulley is a great convenience, as the brakes can be controlled thereby when the operator is on the wagon or on foot, and in case of long teams they may be operated from the back of the saddle-horse. ing of long timbers, &c., this arrangement "does not in any way interfere with the coup- Furthermore, in the haulling out of the wagon to any length desired and works equally well under all conditions.

Having thus described my invention, what I claim as new, and desire to secure by Let- ;ters Patent, is 1. A brake-operating mechanism adapted to be applied to the front part of the runninggear of a four-wheeled vehicle and comprising a brake-beam adapted to be disposed "transversely of the running-gear of the wagon at the rear of the front wheels, a hound-baradapted to be secured underneath the hounds of the wagon slightly in advance of the brakebeam, with its ends projecting beyond the sides of the hounds, V-shaped links having loops at their apex ends, and hooks at their other ends, eyebolts in the brake-beam engaging said apex-loops and similar eyebolts in the hound-bar engaging said hooks, staychains at the ends of the brake-beam adapted to extend forwardly to connect with the front axle of the wagon, an eye plate adapted to be secured on the coupling-pole of the wagon underneath the brake-beam with its forward end extending in advance of said beam and bent u wardly and provided with an eye, a bolsterrace having two branches, extending from a common apex, said apex terminating in a hook engaging said eye, one branch of said 'brace extending forwardly from said apex and slightly offset inwardly about its middle and terminating in an u ward return-bend adapted to engage t e front bolster at oneside of the king-bolt, the other branch of said brace extending forwardly and outwardly to a oint near the end of the bolsterand turne upward at its extremity, said upwardly-bent portion being also provided with means for engaging the bolster, a bearing-loop secured to the return ortion of the bend at the extremity of said 121F813 branch and a similar loop secured in front of the upwardly-bent ortion at the extremity of the second branc a draw-bar supported in said loops and having an operatinglever at its outer end adapted to be engaged by auxiliary operating mechanism the inner end of said draw-bar terminating slightly beyond the outer side of said offset portion of the first-named branch of the bolster-brace, and flat at its extremity, a crank having a slot at its upper end easily receiving said flattened end, said slot being of a length greater than the width of said end to permit the crank to rock longitudinally thereupon, a brake-operating bar secured to the center of the brake-beam and extending forwardly in direction of said crank and a link connecting said bar and crank.'

2. The combination with the running-gear of a four-wheeled vehicle of brake mechanism for the front wheels thereof, said mechanism comprising a brakebeam at the rear of the front wheels, flexible connections between the ends of the brake-beam and the hounds of the wagon to prevent undue upward movement of said beam when the brakes are applied, flexible connections between the ends of the brake-beam and front axle of the wagon, a draw-bar sup orted upon the front bolster, a brace for ho ding said bolster and draw-bar approximately at right angles to the coupling-pole, a crank on said draw-bar approximately at the transverse center of the Wagon, a flexible connection between the center of the brake-beam and said crank, and a lever for applying power to the draw-bar.

3. The combination with the running-gear of a four-wheeled wagon having rear braking mechanism of additional braking mechanism comprising a brake-beam suitably supported at the rear of the front wheels of the wagon, a draw-bar supported by the front bolster and provided with an operating-lever, a crank longitudinally rockable on said draw-bar, a brake-bar extending from the brake-beam in direction of said crank, a flexible connection between the free end of the crank and said brake-bar, a bolster-brace for holding the draw-bar approximately at right angles to the coupling-pole, and detachable auxiliary operating mechanism adaptedto connect the front and rear operating-levers to operate both cranks simultaneously.

4. The combination with the running-gear of a four-wheeled wagon having rear braking mechanism of additional braking mechanism comprising a brake-beam suitably supported at the rear of the front wheels of the wagon, a draw-bar supported by the front bolster and provided with an operating-lever, a crank longitudinally rockable on said draw-bar, a brake-bar extending from the brake-beam in direction of said crank, a flexible connection between the free end of the crank and said brake-bar, a bolster-brace for holding the draw-bar approximately at right angles to the coupling-pole, and detachable auxiliary operating mechanism comprising extension members having means at their lower ends for ready attachment to the front and rear operating-levers, the member attached to the front operating-lever having an eye near its upper end, the extension member for the rear brake-lever having its upper end bent rearwardly and provided with a pulley and a flexible connection secured to the eye in the front extension memberv and passing over said pulley, wherebya pull on said cord draws potil levers toward each other to apply the ra es.

5. The combination with the running-gear and provided with an operating-lever,a crank longitudinally rockable on said draw-bar, a brake-bar extending from the brake-beam in direction of said crank, a flexible connection between the free end of the crank and said brake-bar, a bolster-brace for holding the draw-bar approximately at right angles to the coupling-pole, and detachable auxiliary operating mechanism comprising a doubleacting lever secured at its center to the wagon-body, a rod extending from the ordinary foot-lever at the front of the wagonbody to said double-acting lever to operate the same, a second rod extending from the upper end of said double-acting lever tothe operating-lever of the rear brake, and a third rod extending from the lower end of the double-acting lever to the operating-lever of the front brake, whereby a single movement of the foot-lever operates both brakes.

6. The combination with the running-gear of a four-wheeled wagon having rear braking mechanism of additional braking mechanism comprising a brake-beam suitably supported at the rear of the front wheels of the wagon, a draw-bar supported by the front bolster and provided with an operating-lever, a crank longitudinally rockable on said draw-bar, a brake-bar extending from the brake-beam in direction of said crank, a flexible connection between the free end of the crank and said brake-bar, a bolster-brace for holding the draw-bar approximately at right angles to the coupling-pole, and detachable auxiliary operating mechanism comprising a pulley secured to one of the brake-applying levers, a flexible connection secured to the other brake-applying lever and passing over said pulley, a double-acting lever secured at its center to the wagon-body, a foot-lever at the front of the wagon-body, a rod extending from said foot-lever to said double-acting lever to operate the same, a second rod extending from the upper end of said double-acting lever to the operating-lever of the rear brake, and a third rod extending from the lower end of the double-acting lever to the operating lever of the front brake.

7. The combination with the front and rear wheels of front and rear brake mechanism, the front brake mechanism comprising a draw-bar held approximately at right angles to the coupling-pole of the wagon, a crank longitudinally rockable on said bar but held against rotation thereon, and located about midway of the front part 'of the wagon, a brake operating bar extending from the middle of the brake-beam toward said crank, and a flexible connection between said bar and the free end of said crank.

8. The combination with the running-gear of a four-wheeled vehicle of front brake mechanism comprising a brakebeam, a draw-bar, a crank longitudinally rockable on said drawbar but held against rotation thereon, and a brake-operating bar extending from the brake-beam and pivotally connected to the free end of said rockable crank.

9. The combination of the front bolster, the hounds, the perch-pole, the brake-beam above the hounds, dragchains at the ends of said beam, intermediate devices between the ends of the brake-beam and the hounds, a bolster-brace comprising a bracket secured to the bolster and extended rearwardly therefrom and secured to the pole, and a brakesetting shaft journaled to the bracket and connected with the brake-beam and arranged for operation substantially as described.

GILBERT D. BUCHANAN.

Vitnesses:

A. B. BUCHANAN, F. M. BAKER. 

